Stop mechanism



Mar. 13, 1923. 7 1,448,649

E. E. WINKLEY STOP MECHANISM Filed May 25, 1919 2 shee s-sheet l Inventor \Mit ze s 5 -Mar. 13, 1923. 1,448,649 E. E. WINKLEY STOP MECHANISM Filed May 25, 1919 2 sheets-sheet 2 I Patented Mar. 13, 1923.

came stares p I, 1,448,64d earner OFFICE.

nnasrrns n. w rNKLnY, or LYNN, nessaorrnsnrrs, assrenon ea unit'rnnjsnon mnonrnnnv oonroaa'rron. or PATERSON, NEW messy, A CORPORATION or NEW JERSEY.

sror MECHANISM.

Application filed May 23,

To all whom it may concern."

Be it known that l, EnAs'rUs E. W'IN LEY, a citizen of the United States, residing at Lynn, in the county of Essex and Eitate of Massachusetts, have invented certain new and useful Improvements in Stop Mechanisms; and I do hereby declare the following to be a full, clear, and eXact description of the invention, such as will enable others skilled in the art. to which it appertainsto make and use the same.

This invention relates to stop mechanisms for automatically disconnecting a driven mechanism from .a driving mechaconditions, the working relation of .the, worm drive is interrupted by the yielding of the coupling, the compression of the spring, and the disconnection of the source of power. The energy thus stored in the spring is utilized to reestablish the working relation of the worm drive and to insure the proper time relation between the interrupted driven machine and the other machinesoperated by the driving shaft, when the obstruction or cause of the overload con dition is removed and power is again sup plied to the driving shaft.

Although this mechanism accomplishes the ends in view effectively and simply, there exists a possibility of injury both to the operator and to the relatively light and delicate parts of the machine, when the ob-- struction is removed by the operator and the machine is suddenly moved ahead into its previous time relationor step through the action of the heavily compressed spring.

One of the objects of the present invention is to provide improved means of this general class for completely disconnecting one of a plurality of driven mechanisms from a common driving member upon the 1919. Serial No. 299,115.

occurrence of a. predetermined overload, and for safely and reliably reconnecting said mechanism therewith, in timed relation with the other driven mechanisms, when the obstruction causing the overload is removed, without danger to'the operator or injury to the apparatus. I I

To this end, one feature of the invention resides in the provi'sion of mechanism for immediately and completely disconnecting a machine from its driving shaft under said overload conditions through disconnecting a safety clutch, and for subsequently trippingout a main clutch to cut off the supply of power to the driving shaft and any other machines operated thereby. The reconnection of the machine to the driving shaft through the safety clutch, after the cause of the overload is removed and the main clutch is thrown in to supply power thereto, is controlled by means of an automatic timing device comprising cooperating timing members and sets of differential gearing-that are respectively connected to the machine and the driving shaft and which are so constructed and arranged as to cause the safety clutch to become operative to drive the idle machine only when the initial time relation or step of the machines is restored. -The cooperating timing members normally operate in unison or instep in accordance-with the timed operation of the machine and the driving shaft, but when the machine is disconnected from the shaft, the out-of-step relation is reproduced by the-timing members until such time as the shaft and other machines connected thereto are again brought into coincident step or time relation, at which instant the safety clutch is automatically thrown in to reconnect the machine and resume the normal operation. Another object of the invention contemplates the provision of an automatic; safety or overload clutch whichshall fully protect the machine with which it is employed during all portions of its cycle of operation and irrespective of the variation and distribution of load throughout the cycle.

A. feature of the invention by means of which this result is attained,comprises a yielding safety' clutch, the setting of which is automatically varied throughoutdifferent portions of the cycle of operation ofthemachine by means of cam operated mechanism designed to progressively adjust the lutch spring in accordance with the ultimate permissible loads during the various portions of the cycle of operation.

The invention further consists in other novel features of construction, combination and arrangement of parts, hereinafter described and particularly pointed out in the claims, the advantages of which will be apparent to those skilled in the art.

The various features of the invention will be readily understood from an inspection of the accompanying drawings and a perusal of the following detailed description of the mechanism shown therein.

In the drawings, Figure 1 is a view in elevation of two machines which are driven from a common driving shaft, illustrating the manner of applying the present inven tion to one of the machines; Fig. 2 is an enlarged detail view partly in longitudinal section and partly in elevation, of the timing device; Fig. 3 is a sectional view on the line 33 of Fig. 1; Fig. 4 is a sectional view on the line i of Fig. 1; Fig. 5 is a sectional view on the line 55 of Fig. 1; and Figs. 6 and '7 are fragmentary detail views showing different relative positions of certain of the parts illustrated in Fig. 1.

Referring to Fig. 1 of the drawings, the invention is illustrated as applied to a machine 10 which is to be operated in timed relation with one or more other machines 12. The two or more machines 10 and 12 are each driven from a main driving. shaft 14: through suitable driving connections which are indicated generally at 16 and 18, respectively. The driving mechanism for actuating the main shaft 1 1 comprises a main clutch, one member 20 of which is secured to the shaft and the other member 22 of which is secured to a driving pulley 23 that is loosely mounted on the shaft and is connected by a belt 24 with suitable source of power. A

loose pulley 25 is mounted on the shaft 14,

at the side of the driving pulley 23, onto which the belt 24 may be shifted when the machine is not in operation. The clutch member 22 is provided with two holes 26 that are adapted to be engaged by clutch pins 27 which extend through holes in the clutch member 20 and are secured in a disk 28 that is loosely mounted. on the shaft. The disk 28 is forced in a direction to the pins with the holes in the clutch member by a spring 29, and the disk is providedv with wedge blocks 30 which are adaptcd to be engaged by an inclined cam face 31 on a clutch controlling lever 32. The rear end of the clutch controlling lever 32 is connected to a rod 33 arranged to slide vertically through a bearing 34, and forced in a direction to carry the end of the lever into the path of the wedge blocks 30 by a spring 35. When the clutch controlling lever is eas es raised into the position indicated in Figs. 1 and 4%, it is out of the path of the wedge blocks 30, and the clutch pins engz the holes in the clutch member 22 so that the shaft 14- continuously driven. The clutch controlling lever 32 is normally held in this position, against the tension of the spring 35 by a latch 36 (Fig. 1) arranged to engage a collar 37 on the rod 33. When the latch 36 is disengaged from the collar 37, the clutch controlling lever moved into the path of the wedge blocks 30, so that the clutch pins are withdrawn to throw out the driving mechanism for the shaft 14. The latch may be thus disengaged from the collar 37 by a sleeve 38 mounted to slide on the rod 33, and connected by a link 39 with an arm e0 secured to a rock shaft e2.

In accordance with the present invention the driving connections 16. by means of which the machine 10 is driven, include an auxiliary safety clutch comprising two clutch members 14 and 46 which permit the machine to be immediately disconnected from the main driving shaft 1 1- under predetermined overload conditions. The clutch member 44 comprises a disk having a hubv which is secured to the shaft 14: and a laterally projecting lug +23 that is formed with an inclined driving face 50. The clutch member 46 consists of a sleeve which is loosely mounted on the shaft 1%. and is provided. at one end with a laterally projecting car, carrying a roll 52, that is normally engaged by the face 50 of the lug 48. so that the clutch member 46 is driven thereby. The clutch member 46 is pro *idcd with gear teeth 54-, near the end of the member which carries the roll and these teeth intermesh with the teeth of a spur gear 56. compounded with thespur gear 56 is a bevel gear 58 which meshes with a bevel gear 66 that secured to the lower end of a suitably journaled intermediate driving shaft 62. The shaft 6?). is provided. at its upper end with a worm (i l which drives a worm wheel ('36 that is fixed on a shaft 68, the latter being the cam shaft which actuates and controls the various operating mechanisms of the machine 10.

The clutch member i6 is adapted to be shifted lengthwise of the shaft i l to disengage it from the clutch member 411-. and in order that it may be permanently main-- tained in driving relation with the rest of the driving connections 16, the teeth 5%! are made wide enough to remain in mesh with the teeth of the spur gear 56 irrespective of the Position of the clutch member l-(l on the shaft. The clutch member 46 is normally held yieldingly in driven relation with the clutch member l by means of a tension spring 70. The spring 70 acts through a lever 72, one end of the spring being connected with the lever and the opposite end with a tension varying device hereinafter lllfi the inclined driving face 50 are such that the clutch member 46 is heldin driving engagement with the clutch member 44. When the machine 10 is subjected to a certain amount of resistance or overload tending to hold the machine and clutch member 46 against rotation, the inclined driving face 50 on the fixed clutch member 44 will act upon the roll 52 to force the sliding clutch mem ber 46 lengthwise of the shaft 14 against thetension of the spring 70, thus immediately disengaging the clutch members and disconnecting the machine 10 from the main driving shaft. By adjusting the tension of the spring 70, the safety clutch may be set to trip or disconnect the machine 10 from the shaft 14 at any desired load conditions whereby the machine may be protected from. injury due to abnormal loads.

Immediately after the machine 10'is disconnected from the driving shaft 14, the driving shaft is disconnected from its source of power. This is accomplished by means of connections between the lever '72 and the rock shaft 42. comprise a link 80., one end of which is C()ll-- nected to an cirtension 82 of the. lever 72, and an arm 84, which is secured to the rocl; shaft 42 and connected at 86 to the opposite end of the link 80. The clutch con trolling lever 32 is normally maintained with the inclined cam face 31 in raised or inoperative position, out of the path of the wedge blocks 30, as shown in Figs. '1 and4.

When the clutch member 46 is shifted out of driven relation with the driving clutch member 44, the lever 32 is actuated to lower the blocks 30 and the main clutch members 20.

and 22 are disengaged to disconnect the shaft 14 from the source of power.

In order that the clutch member 46 may be held in its disengaged inoperative position, against the tension of the spring 7 0, and that the clutch controlling lever 32 may be held in lowered position in engagement with one of the wedge blocks '38, "means is provided for latching the lever 72 in the position into which it is swung by the shifting of the clutch member 46 under overload conditions. This means comprises a. latch lever 90 that is pivotally hung on a stud 92 and is normally maintained by means of aspring 94, with its lower end bearing against the end of an arm 96, which extends laterally from the lever 72, as shown in Fig. 1.

These connections When the clutch member 46 is shifted out of engagement with the driving clutch member 44, the bottom of the latch lever 90 is permitted to swing above the end of the arm 96, as shown in Fig. 6. A shoulder 97 which is formed in the upper edge of the arm 96,i1ear the end thereof, serves as a stop to limit the swinging movement of the above the arm 96.

When the machine 10 is to be again connected with the driving shaft 14fby re-enlatch lever 9i) 7 gaging the safety clutch, the latch lever 9 is tripped to release the lever and in order that this shall occur at the proper time, the tripping means is controlled by a timing device, which is indicated generally at 98 and which is rendered operative by the stopping of the machine 10 when it encounters an obstruction or overload. controlling action of the timing device 98 is intiated by the continued rotationof the driving shaft 14 under momentum, after it has been disconnected from its source of power by the disengaging of the main clutch members 20 and 22, and thereafter by the rotation of the driving shaft when itis again started into operation, after the obstructionor overload has been removed from 1 the machine 10, and the operator has manually thrown in the mainclutch members 20 and 22. The main clutch is connected manually by the operator lifting a handle 21 (Fig 4), attached to the lever 32," which removes the cam 31 from its engagement with the wedge blocks 30 and permits the spring 29 to advance'the clutch engaging pins 27. The resultant movement of the lever 32 The v lowers theIrod 83, through the block '38, to I a position where the latch 36 may re-engage the collar 37 after the sleeve 88 has been lowered by a reconnection of the safety clutch through the means hereinafter to be through one complete cycle of operations;

lfVhen the lever 7 2 is released. thespring 70 returns the clutch member 46 into engage ment with the clutch member 44 at such a time that the machine lO is reconnected to the driving shaft 14 in the same timed. relation with the machine 12, or such other machines as may be drivenfrom the main driving shaft 14, as obtained when the machine was disconnected.

The timing device comprises two cooperatively rotary timing members 100 and 102 which are independently driven twosets of dlfierential gearing 104 and 106, respectivelyu'l hc timing members 100 and each consists of a oisk which is rotatably mounted on a shaft 108 that is fixed in lugs 110 on the frame of the machine 10. The

"timing member 100 is provided witl 2. lug

112 (Fig. extending laterally from periphery thereof and carrying a roll 1; I. The timing member 102 is adapted for lateral movement on the shaft 108, toward or away from the member 100 and is provided with a laterally projecting annular flange 116. The flange 116 extends in the path of the roll 11a; fo a portion of the distance around the she 1 108 and terminates in inclined cam faces 118 and 120, between which is normally located the roll 114 of the timing member 100.

The gearing 1041, by means of which the timing member 100 is operated. includes a gear 121-, which is rotatably mounted on the shaft 108. Journaled in a bearing 126 that formed in the gear 124, is a shaft 128, to the opposite projecting ends of which are severally secured two pinions 130 and 132, which mesh with gears 134; and 136, respectively, that are mounted on the shaft 108, on opposite sides of the gear 12-41. The gear 13-5 is free to rotate on the shaft and is secured to the timing member 100. The

gear 136 contains one less tooth than the gear 131, and is fixed to the adjacent lug 1.10 so that it is held stationary.

The gearing 106, which act'uates the tim ing member 102, includes a 1 10, which is rotatably mounted on the shaft 108. A shaft 1412 is ournalcd in a bearing 14- 1 that is formed in the gear 140, and at the opposite onus of the shaft are severally secured two pinions 1 16 and 1928, which mesh with gears 150 and 152, respectively, that are mounted on the shaft 108, one on each side of the gear 1&0. The gear 150 is rotatable on the shaft 108 and is secured to the timing memher 102. The gear contains one less tooth than the gear 150 and is held from to tation on the shaft by means of a lever 15 1 which is fulcrumed at 156 and is provided with a bifurcated upper end that embraces the hubof the gear 152 and is pivotally connected thereto at 158. The gears 14:0, 150 and 152 are adapted for lateral movement on the shaft 108 so that the group of gearing 106 maymove laterally with the timing member 102. The lever 15st is acted upon, below its fulcrum, by a tension spring 160 which presses the gearing 106 and the timing member 102 toward the timing memher 100.

In order that the timing members 100 and 102 may reproduce the normal stepped time relation between the driven mechanisms and also the out-of-step relation when one of said driven mechanisms is disconnected from the main driving shaft, the gearing 10 1 is connected with the machine 10 by means of a gear 162 that is secured to the clutch member 16 and drives the gear 124. while the gearing 106 is connected with the driving shaft 1-1 by means of a gear 16%- that is fixed on the driving shaft and drives the gear 140. The gear 162 is made with teeth of such width that they will remain in mesh with the teeth of the gear'124 when the clutch member 416, carrying the gear 162, is shifted. The teeth of the gear 16s are wide enough to permit the gear 140 to be shifted toward the left on the shaft 108 without getting out of mesh with the gear 164.

With the above described arrangement of gearing, it will be apparent that each time the gears 124 and 140 have made one complete revolution and the pinions 182 and 1 18 have been carried once around the gears 136 and 152, respectively, the gears 134 and 150 will have been rotated relatively to the gears 136 and 152, each through the space of one tooth in the same direction, and consequently the timing members 100 and 102 will have'been advanced through a small part of a revolution. The number of teeth in each of the gears 18 1 and 150 is the same and is determined by the ratio between the driving shaft 1 1 and the cam shaft 68, being equal to the number of revolutions made by the driving shaft for each revolution of the cam shaft. The ratio between the individual members of both sets of gearing 104 and 106 being the same, both timing members 100 and 102 will be thus slowly advanced at the same rate of speed, and consequently their relative radial positions will remain the same.

The timing members are thus rotated in unison or in step during normal operating conditions in the machine 10. hen, however, the machine becomes obstructed or overloaded, and the timing member 100 by reason of its connection thereto, is held from rotation, the continued turning of the member 102, due to the turning of the driving shaft under momentum after being disconnected from its source of power, causes the cam face 118 to ride over the roll 1141, thus shifting the member 102 to the left on the shaft 108. As the member 102 continues to rotate slowly, the edge of the flange 116 rides over the roll 114C and serves to prevent the restoration of normal relationship between the timing members.

Before the driving shaft is again started, the operator removes the obstruction or remedies the difficulty causing the overload. It will be apparent that inasmuch as the machine 10 is completely disconnected from the common driving shaft 14, and left in a neutral condition, upon the occurrence of a predetermined overload, its parts are then free to be manipulated as desired by the operator to facilitate the removal of an obstruction without the possibility of injury .a to the operator or to the apparatus from sudden movements of the mechanism.

. After the cause of the overload has been removed, the main clutch operating lever 32 is then operated manually through the hand lever 21 to effect the engagement of the main clutch members 20 and and start the driving shaft 1st. The timing member 102 will be held in its shifted position against the action of the spring 166, by the flange 116, until the driving shaft has C0111: pleted the predetermined number of revolutions hereinbefore referred to. after which the cam face 120 at the opposite end of the annular flange 116 reaches the roll 114-, and the member 102 willbe permitted to return to its initial. relation with the member 106.

The return movement of the timing memher 102 and the differential gearing 106, un-

der the action of the spring 160, is utilized to effect the tripping of the latch lever 9'0,v which releases the lever 72 and permits the clutch member 16 to return into engagement with the clutch member 1 1, to reconnect the machine 10 with the driving shaft. This is accomplished by means of a trip bar 166 which is pivoted at 168 to the lower end of the lever 15 1, as shown in Fig. 1. The tripbar 166 is provided, at its free end, with a shoulder 170 which is adapted to engage a lateral extension 172 that isformed at the bottom of the latch release lever 90.

When the timing member 102 is forced away from the timing member 100 the shift- 7 mg movement of the gearing 106 swings the lever 154; so as to move the shouldere end of the trip bar 166 into operative relation with the latch lever 90, as shown in Fig. 7 7

and when the timing member is returned to its normal position by means of the spring 160, the trip bar 166 trips the latch lever 0: and releases the lever 72. As the lever 72 returns to its normal position, a projection 171. on the arm 96, engages a tail 17 6 that formed at the shouldered end of the trip bar 166 and lifts the shoulder 170 out of engagement with the lateral extension 172 of the latch lever 90, as shown in Fig. 1, so that the latch lever will be free to engagethe end of the arm 96 the next time the saftey clutch is released. The return movement of the: lever 72 operates through linlrSO to lower the sleeve 38 and permit the latch 36 to engage the collar 37 on rod 33 thus holding the cam face 31 in its inoperative position, in which it has been placed by lifting the handle 21 attached to the lever 32. An adjusting screw 178 acts as a stop to limit the movement of the lever 154i under the influence of the spring 160. By means of the adjusting screw 178 the shouldered end of the trip bar 166 may be adjusted relatively to the latch release lever 90 so as to 'insure the tripping of the latter.

When the lever 72 is released the machine 110, will be reconnected with the driving shaft 1% at the same point in the; cycle of operationsof themachine 12 atwhieh'it was dis-- connected therefrom and'the two machines will continue to operate in step or predetermined timed relation.v

While, in the drawings, the ratio between the driving shaft 1% and the cam shafts of each of the machines 10 and 12 is the same. and while said ratio is also equal to the ratiobetween each of the driving gears 162 and 16-1 and the timing members 100 andl02 respec tively driventhereby, it is to be understood that such equality of ratios is not essential in either case but that any or all of the ratios maybe varied, it being necessary only that, under normal operating conditions, one of the machines shall perform one or more complete cycles of operation for each cycle performed by the other machine.

The load upon the driven parts of the machine upon which the safety clutch is employed may be unequally distributed through out different parts of its cycle of operations,

the load at one partof a cycle being considerably in excess of the load at another part 011 116 same cycle. In order that the safety .clutch shall fully protect the machine during all portions of its cycle of operations, irrespective of the variation and distribution of load throughout the cycle, means is provided for automaticallyvarying the setting or adjustment of the saftey clutch at different parts of each cycle.

This means comprises a cain 180 (Fig. 1) on the cam shaft 68, and a cam lever 182 which is fixed to a rock shaft 18% that is suitably ournaled in a bearing on the frame of the machine and is provided at its upper end with a cam roll 186 which enters "pee ripheral groove in the cam. 'T he rock shaft is provided with a downwardly extending arm 188 which is connected with one end of the spring 7 0. By means of the cam 180 the arm 188 is actuated to increase or diminish the tension of the spring at the required periods ineach cycle of operations. The cam 180 is designed with relation to the distribution of load on the driven mechanism throughout the cycle and varies the setting or adjustment of the safety clutch. Thus the setting of the safety clutch is automatically regulated so that the machine is thoroughly protected throughout each portion of its cycle of operations.

l/Vhile it is preferred to employ the specific construction and arrangement of parts herein shown and described, it will'be understood that this construction is not essen tial eXceptso far as specified in the claims and may be modified without departing from the broader features of the invention.

The invention having been described. that i nation, a driving member, a plurality of mechanisms driven therefrom in predetermined timed relation with each other, aclutch normally connecting said driving member and one of said driven i'nechanisi'ns and adapted to be released under predetermined load conditions on the mechanism driven therethrough, and automatic means for causing said clutch to reconnect said driving member and said clutch driven mechanism so that the time relation between the clutch driven mechanism and the other driven mechanism will be the same as before the clutch was released.

2. A stop mechanism having, in combination, a driving member, a plurality of mechanisms driven therefrom in predetermined timed relation with each other, a clutch normally connecting said driving member and one of said driven mechanisms and adapted to be released under predetermined load conditions on the mechanism driven therethrough, and means cooperating with said driving member and said clutch driven mechanism for automatically preventing the reconnection thereof by the clutch except at such time that the time relation between the clutch driven mechanism and the other driven mechanism will be the same as before the clutch was released.

3. A stop mechanism having, in combination, a driving member, a plurality of mechanisms driven therefrom in predetermined timed relation with each other, a clutch normally connecting said driving member and one of said driven mechanisms and adapted to be released under predetermined load conditions on said clutch driven necting the driving member and the driven mechanism and adapted to be released under predetermined load conditions on said driven mechanism, and automatic means for restoring the clutch to operative driving condition after a predetermined number of complete revolutions of the driving shaft following the release of said clutch.

5, A stop mechanism having, in combi nation, a driving member, a mechanism driven therefrom, a clutch normally con necting the driving member and the driven.

- Lease re e mechanism, and adapted to be released under predetermined load conditions on said driven. mechanism, a latch for retaining the clutch in released condition, means for tripping the latch to restore the clutch to operative driving condition, and a timing device for controlling said tripping means.

6. A stop mechanism having, in combination, a driving shaft, a mechanism driven therefrom, a clutch for connecting the driving shaft and the driven mechanism comprising a driving member and a normally driven member held yieldingly in engagement with the driving member and adapted to be disengaged. therefrom under predeter mined load conditions on the driven mechanism, means for holding said normally driven clutch member in disengaged position, and means operative to release the holding means after a predetermined number of revolutions of the driving shaft.

7. A stop mechanism having, in combination, a driving member, a mechanism driven therefrom, a clutch for connecting the driving member and the driven mechanism comprising cooperating members arranged to be disengaged under predetermined load conditions on the driven mechanism, means for actuating the driving member, means for throwing out the actuating means by the disengagement of the clutch members, and a timing device for controlling the subsequent engagement of the clutch members.

8. A stop mechanism having, in combination, a driving member, a mechanism driven therefron'i, a clutch normally connecting the driving member and the driven mechanism and adapted to be released under predetermined load conditions on the driven mecha nism, means for actuating the driving member, means for throwing out the actuating means by the release of the clutch, and an automatic timing device comprising cooperating timing members normally driven in unison and adapted to be thrown out of normal relation with each other by the rotation of the driving member under momentum after being disconnected from said actuating means and to be restored to normal cooperative relation to reconnect the driving member and the driven mechanism after said actuating means has been reconnected to said driving member and has caused it to complete the balance of a predetermined number of revolutions.

9. A stop mechanism having. in combination, a driving member, a mechanism driven therefrom, a clutch for connecting the driving member and the driven mechanism comprising cooperating members arranged to be disengaged under predetermined load conditions on the driven mechanism, means for actuating the driving member, means for throwing out the actuating means by the relative disengaging movement of the clutch Ill) members, and means rendered operative by said load conditions for effecting the re-engagement of the clutch members only after a predetermined amount of movement of the driving member has taken place upon reactuation of said driving member.

10. A. stop mechanism having, in combination, a driving member, a mechanism driven therefrom, a clutch for connecting the driving member and the driven mechanism co'nr prising cooperating members arranged to be disengaged under predetermined load conditions on the driven mechanism, means for actuating the driving member, means for throwing out the actuating means by the relative disengaging movement of the clutch members, and timing means comprising in dependently driven members normally moving in unison in one direction and adapted to be moved relatively to each other by the driving member after the disengagement of said clutch members to cause the driven mechanism to be connected with the driving member after a predetermined amount of movement of the driving member has taken place. a

11. The combination, with a driving shaft and a plurality of mechanisms driven therefrom, of a stop mechanism comprising clutch for connecting the driving shaft and one of the driven mechanisms, said clutch being adapted to be thrown out of engagement under predetermined load conditions on the clutch driven mechanism, means for simultaneously disconnecting the drivingshaft from its source of power, and means rendered operative by said load conditions for effecting the subsequent engagementof the clutch members at such a time, after reactuation of the driving mechanism, that said previously disconnected driven mechanism will operate in a predetermined timed relation with the other mechanism driven from said driving shaft.

termine the amount of load required to release the clutch.

13. A stop mechanism having, in combination, a driving member, a mechanism driven. therefrom, a clutch comprising cooperating members for connecting the driving member and the driven mechanism, a spring for yieldingly holding the clutch membersin operative driving relation, and means for automatically varying the action of the spring upon the clutch members at different parts of each cycle of operations of nism, a safety clutch normally connecting said'driving member and said driven mechanism and comprising cooperating clutch members and means for holding said clutch 'meml'iers in driving engagement, and automatic means for adjusting said holding means to permit said clutch to bereleased under different load conditions.

16. A stop mechanism having, in combination, a driving member, a driven mechanism, a safety clutch normally connecting said driving member and said driven mechanism and adapted to be released under predetermined load conditions on said driven mechanism, and automatic means for adjusting the setting of the clutch during the operation of said driven mechanism to cau'sc the clutch to bereleased under different load conditions of said driven mechanism.

17. A stop mechanism having, in combination, a driving member, a mechanism driven therefrom normallyadapted to be subjected to different loads duringdifferent parts of its cycle of operations, and a clutch normally connecting said driving member and driven mechanism constructed and arranged to be released under different predetern'iined load conditions at different parts of each cycle of operations.

' 18'. A stop mechanism having, in oomxbr. nation, a driving member, a plurality of mechanisms normally driven therefrom in predetermined timed relation with one another, a clutch normally connecting said driving member and one of said driven mechanisms and adapted to be released under predetermined load conditions on said clutch-driven mechanism, and an automatic timing device comprising cooperating timing members operableupon the release of said clutch to reproduce the out of step relation then existing between the driving member and the clutch-driven mechanism for causing the clutch to reconnect the driving member and the clutch driven mechanism so that the time relation between the latter and the other driven mechanism will be the same as before the clutch was released.

19. A stop mechanism having, in combination, a driving member, a mechanism driven therefrom, a clutch normally connecting the driving member and the driven mechanism and adapted t be released under predetermined load conditions on said driven mechanism, a latch for retaining the clutch in releasedcondition, and means controlled by the succeeding revolutions of said driving member for tripping the latch to restore the clutch to operative driving condition.

20. A stop mechanism having, in combination, a driving member, a driven member, means normally connecting said members, means for rendering inoperative said connecting means upon the occurrence of pre determined load conditions upon the driven member, and means for effecting the recon nection of said members upon the completion of a predetermined amount of motion of the driving member following the disconnection of said member from the driven member.

21. A stop mechanism having, in combination, a driving shaft, a mechanism driven thereby, a clutch normally connecting the driving shaft and the driven mechanism and adapted to be released upon the occurrence of predetermined load conditions upon the driven mechanism, means for holding the clutch in released condition, and means for releasing said holding means to restore the clutch to normal driving condition upon the completion of a predetermined number of revolutions of the driving shaft following the release of said clutch.

22. A. stop mechanism having, 111 comb1- nation, a drivlng member, means for connecting the driving member with a source' of power, a plurality of mechanisms driven from the driving member in predetermined timed relation with each other, a clutch normally connecting the driving member with one of said driven mechanisms and adapted to be released under predetermined load conditions on the mechanism driven therethrough, means for rendering inoperative said connecting means upon the release of said clutch, and means for causing said clutch to reconnect said, driving member and said clutch driven mechanism after the reconnection of the driving member with its source of power so that the timed relation between the clutch driven mechanism and the other driven mechanism will be the same as before the clutch was released.

A stop mechanism having, in combination, a driving member, a main clutch for connecting the driving member with a source of power, a plurality of mechanisms driven from the driving member in predetermined timed relation to each other, a safety clutch normally connecting said driving member with one of said driven mechanisms and adapted to be released under predetermined load conditions on the mechanism driven therethrough, means for throwing out the main clutch to disconnect the driving member from its source of power upon the release of the safety clutch, and means for causing the safety clutch to reconnect said driving member and said clutch driven mechanism after the reconnection by the main clutch of the driving member with its source of power so that the time relation between the clutch driven mechanism and the other driven mechanism will be the same as before the clutch was released.

24-. A stop mechanism having, in combition, and means for tripping the latch to restore the clutch to operative driv1ng condition.

25. A stop mechanism having, in combination, a driving member, a driven mechanism, a safety clutch normally connecting said member and said mechanism and adapted to be released upon the occurrence of predetermined load conditions upon said mechanism, a main clutch for actuating the driving member, and means for disconnectmg said main clutch upon the release of said safety clutch.

ERASTUS E. JVIN'KLEY. 

